Convertible internal-combustion engine.



A A. EQCODK & T. VAN TU YL. 'QMVERHBLE INTERNAL comausnou ENGINE.

"PatentedJan. 30,1917.

6 SHEETS-SHEET l.

APPLICATION FILED AUG-3|. I912.

A E, 12mm MfgfvAN TUYLJ" CONVERTIBLE INTERIM bb'hsusnou ENGINE.

"Pun/mm! min mam. 1912- i 1,213,840. r Y Patented Jan. 30, 1917.

, 6 SHEETS-SHIP! 2. 55;- 6

A. E. COOK & T. VAN T UYL. CGNVEBTIBLE INTERNAL COMBUSTION ENGINE.

- I APPLICATHJM FILED AUG-31. 1912. 1,213,840. Patented Jan-30,1917;

A. E...c0oK- & T. VAN TUYL." CONVERTIBIE INTERNAL comausnou ENGINE.

APPLICATION fl LED AUG- 3l, 19l2- V f Patented Jan. 30 1917.

5 SHEETS-SHEET 4.

A. E, COOK & T. VAN TUYL'. v CONVERTIBLE INTERNAL COMBUSTION ENGINE. r

APPLICATION FILED wean-1912.

1,213,840. Patented Jan. 0, 1917. 6 SHEETS----SHEET s ll fiifz' i5 p a??? y w tzzalwg jl v A. E. (300K m. VAN TUYL CONVERTIBLE iNTERNAL COMBUSTION ENGINE.

APPLlCATION FILED AUG-Sh'IQXZ. Patented Jan.z30, 1917,

6 SHEETS-SHEET 6.

h I, T 9*" 9 ry l "UNITED STATES PATENT ALBERT a. coox, or ODEBOL'I', IOWA, AND moans van TUYL, .or nfrnifi;

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corrvnnrmnn nvrnanancoirnnsrron mourn.-

To all whom it may concern:

reference marked thereon, which iform .a,

part of this specification.

Applicants Patent No. 1,180,478 for mixing and purifying device, constitut-f inga division of this application, issued A ril th, 191s: i nternal combustion engines of the socalled Q-cycle or 2-stroke type and of the 4-cycle or 4-stroke type have come into general; and extensive use, each type having its characteristic advantages and being quite generally preferred for certain uses. and

. each possessing to some degree objectionable characteristics for other uses.

The objectof-this invention is to con struct a convertibleintemulcombustion en'- gi'ne of the 2-cycleor 2 stroke type adapted when desiredbyi theoperator to be operated 'asa 4 cycleorA Str keengine, without the .necessityof stopping the operation of the engineto efiect-the conversion from the one i to the other type of engine.

It is a further objectof the inyention 'to afiord a construction whereby the compression attainable within the cylinder :of. an engine of the Qcycle or EZ-sti'oke type is augmented, by admitting a second charge 0 "mixture into the cylinder and compressing the same prior to the ignition, the ignition occurring in 'sequence as in 4-cycle or l-stroke engine's.

It is an-"ob'ect of. the invention to afiord -what may be a valveless engine of the 2 cygcle type, forfconversion to the 4-cycletype1by-f1flnof a single valve.

charge before admission to the cylinder.

It is an objectofklthe invention also to thoroughly mix the ingredients of the y and to completely vaporize the hydrocarbon constituent of said charge before admission into the cylinder, and to deliver thesame into the cylinder at a temperature specification of Letters Patent.

Patented Jamar), 1917.." Application filed August 31, 1912. Serial No. 718,088.

above that of the mixture in the crankcase or other compression chamber. V

The invention is illustrated in the drawings as e nbodied in an engine having but a single cylinder, though adapted for'use in engines having any number of cylinders.

The invention in a preferred form, except as to the number of cylinders, whi'cbmay' of course vary, is illustrated ,in'y..the drawings, and hereinafter more fully described.

. In the drawin Figure 1 1s aview in side elevation 0 showing same turned half way around.

. Fig. 3 is a section taken on line 3-3 of is a fragmentary top plan view of, thecranli case, substantially on line 6--6 of Fig. 3. Fig. 7 is a sectionalview of the crankcase,

v a device embodying our 1nvent1on. Fig. 2 1s a top plan view thereof,

crank shaft in elevation. .Fig. 8 is sate-:11; tion on line 8.-8 of Fig. 5. Fig. 919 a ar train with the detailed view .of the casingthereior remov Fig/10 is a view in elevation of thefvaporizer and oilyse arator, showmg the same removed iromt engine.- Fig. 11 is an edge viewthereof.

Fig. 12 is an inner face view of one of the counterbalancing members or junk plans for the crank. Fig. 13 .is an enlarged'secof engine is effected. Fig. 15 is an enlarged edge view of the cam clutch for vary ng f the timing of the magneto or sparking device. Fig. 16 is a face view of. the cam clutch memberillustrated in Fig. 15. Fig.

17 is an enlarged section taken through the worm gear shown in Fig. 13. Fig. 18is an inner face view of the upper outer gear of the gear train. Fig. 19 is a section taken on line 19-49 of Fig..13, showing the worm gear and worm for driving the magneto, in elevation. Figs. 20 to 23, inclusive, are

central vertical sections of the cylinder,

showing the piston in elevation and illus- .trating the operation or cycles .otthe engine. Fig. 24 is ,a view in vertical section illustrating the use of a-slide valve instead ofa rotaryyalve. Fig. 25MB a. section on crank case, which is secured thereto, as'is usual, or in any suitable manner, said crank case in the construction shown serving also as a compression chamber. The joint between the parts affording the crank case is of course gasketed. Each of said parts also is provided with laterally directed .complemental extensions at cored to afford the jour nal boxes or bearings for the crank shaft 3, and as shown a brass, bronze, or other suitable bearing sleeve is provided in each'of said boxes to afford a tight and suitable anti-friction bearing for said shaft. The crank 5 on said crank shaft is constructed as usual, and secured thereon to counterbalance the crank are counterbalancing plates 6, one on each side of the center. of the crank, and fitting thereover as shown. in Fig.- 7. plates are cored on the outer side to fit over the crank arm and to lie close against-the wall of the crank case, and on the inner side are shaped to fit to the crank pin. Said junk plates are retained in place by means of a steel or other "suitable metallic band 7, which extends around the same to clamp the same in place. The said counterbalancing plates may be cored on either side to receive counterbalancing weights in a familiar manner. i 1

The, upper face of the crank-case 1 is faced off and provided with an outwardly directed flange 8, to afford attachments for the cylinder 9, which is bolted or otherwise rigidly secured thereon, and the innerend 10 of which extends into the top of the crank case as shown in Fig. 3; Slidably engaged insaid cylinder is the piston 11, provided with suitable piston rin and constructed generally as usual with t 'e pistons of 2-cycle en ines 5.0. an u wardl ro'ectin flan e or deflecting lip 12 is provided on the head thereof near the periphery and adjacent the inlet ports for the cylinder. Said piston is provided with the usual piston pin 13,

. whereby the same is connected by"meansof the connecting rod 14 with the crank pin 5. .As' shown, the cylinder is provided with an outer casing 15, afi'ording an interior water jacket to cool the cylinder, and is provided with a threaded opening 16 at the top thereof to receive the spark plug or other ignition device for the cylinder. Opening outwardly through the wall of said cylinder on one side thereof are a plurality of exhaust port openings, 17 which are relatively wide longitudinally of the cylinder, and the Said counterbalancing or junkbottoms of which extend substantially to the top of the piston at the limit of its power stroke, so that said exhaust ports are fully open when the piston is at the limit of its. power stroke. At the opposite side of the cylinder are a plurality of inlet port openings 18. These are of less width vertically of the cylinder than the exhaust ports, and the bottoms thereof also extend to a point substantially coincident in said cylinder with the limit of the power stroke of the piston. The upper portions of the exhaust ports lie above the inlet ports sufiiciently to permitjacent inlet ports, and extending outwardly a from the wall of the cylinder, so that the outer edges thereof are substantially flush and bearing against the same, and lying below the inlet ports is the vaporizer and mixerand oil separator 22, comprising, as

shown, a plurality of diagonally corrugated rectangular plates 23, which are arranged face to face in contact with the corrugations arranged at right angles with each other as indicated in Figs. 10 and 11, the dotted lines in Fig. 10 indicating the direction of the corrugations on the'next succeeding plate, Said plates affording said vaporizer a nd separator fit closely in the v chamber or by-pass provided therefor, as shown in Fig. 3, and, as shown, a closing or covering plate 24 is secured 'by bolting or otherwise on the outer side of the cy1in- ,der to afford a tight joint. Said chamber is at all times in open communication with the crank case, as'shown in Fig. 3. Inlet ports 25 to the crank case are provided through said cvlinder', said" ports opening therethrough below the rotary valve 20 as shown in Figs. 3 and, and'rigidly secured on the exhaust side of the said cylinder is a casting 26 shaped to afford one-half the bore for said rotary valve, and also having an opening theret'hfiiugh below said valve for connection with the inlet 27, which opens into a chamber provided" therefor in said casting fittingjtightly thereagainst and a battle plate 28as1show'n in Fig. 3, extends upwardly at the bottom thereof, whereby the inlet mixture admitted through the pipe '27 is directed upwardly' to the ports'25.

As shown, the exhaust pipe 29 is connectedto register with the ex aust ports on said 9 with the smaller gear wheel 33. Said pinside of the cylinder and to be controlled by said valve 20.

The inlet to the crank case through' the ports 25 and the inlet to the cylinder able said engine to operate as a 2-cycle or idly secured integrally, as shown in Figs. 5 and 13, 1s a :gaged on the pin 2-stroke engine, or for varying the operation of said exhaust valve to admit of operating said e, no as a 4-stroke or 4-cycle engine. For this purpose, as shown, a inion 30 is keyed on the crank shaft 3 andfiournaled on a stud shaft 31 are connected ar wheels 32 and 33, the one larger than file other, and the larger, 32, meshlng with the pinion 30, and, driven continuously thereby. At the side of the cylinder in axial alinement with the rotating valve 20 is a cylindric gear case 34 secured at the outer end of which is a. gear casing comprising sections 35 and 36, and journaled therein 18 a shaft 37 the inner end of which is angular and slidable, but non-rotatably engages in a complemental bore in the end of the. rotary valve 20. Rotatably secured on said shaft within the casing 35-36- are connected'pinions 38,

39, of, which the smaller, 38, meshes with the gear wheel 32, and the larger, 39,- meshes ion 38 is of the same size as the pinion 30, to rotate the shaft 37, and consequently the rotary valve 20, once with each rotation of the crank shaft. The pinion 39 is sufficiently larger than the pinion 30 to afford a 2-to-1' drive, so that the shaft37, and consequently said rotary valve, is rotated once for each two revolutions-of the crank shaft, as is usual with 4-stroke or 4-cycle engines. The hubs of said pinions 38 and39 are cast hollow to afford an interior chamber between said gear pinions 38 and 39, and rigon said shaft, and if preferred double cam 40 having aperipheral notch 1 therein adapted to engage the pin 41 within the pinion 39, or the pin 42 within the pinion 38, dependent u'pon'the adjustment of said shaft inwardly. or outwardly. When en 42 to bring the pinion 38 en .train the shaft 37 is driven at the same rate as the engine shaft for two cycle operation, as before described. Whenengaged on the pin 41 to bring the pinion 39 en train theQ-to-l drive is afforded for 4-stroke operation. Means are provided for sliding said shaft longitudinally -in its bearings. For this purpose, as shown, a sleeve 43, is rigidly secured on the outer end of the section. 36, and ranged slots 44 therein extending for about 46 degrees of the periphery of said sleeve on each side thereof. Rotatable on the end of said shaft 37, but held from longitudinal provided with obliquely armovement thereon by a shoulder and nut .on said shaft, is a collar 45, in which are secured the pins 45 which extend through said slots 44, and at their extremities ihto the internal longitudinal slots 46, in the rotary housing 46 which incloses said sleeve and the end of the shaft, and is secured on the outer face of the gear case section 36 by means of pins 47 which extend into segment shaped slots in the flange base thereof, so that rotation of said housing acts to slide said shaft by carrying said pins inwardly on said housing, and if preferred integrally, and a recess is provided therein adapted to contain a. ball 49, and spring 50, affording a ball clutch, said spring acting to force said ball partly into suitable recesses therefor in the outerface of the gear casing.

For Z-cycle operation the spark should be retarded somewhat from the timing thereof for 4-cycle operation. This may conveniently be accomplished by means of the longitudinal movement of the shaft 37 before described. In Figs. 5 and 13, 51 indi cates a spiral or worm gear comprising, as shown, a sleeve having suitable gear teeth on its periphery, and in the internally threaded ends of which are enga ed threaded collars 52 and 53, which rotatably support said wormgear upon the shaft.

Each of said collars is provided on its inner face with a pin, 54 and 55 respectively. Rigidly secured clutch member, 56, having recesses in the opposite sides thereof, arranged, as shown, a sufficient number of degrees apart to afford the necessary variation in the timing occasioned by the. change from the Q-cycle to the 4-cycle type of engine. As shown, the face of theca'r'n clutch member 56, adjacent each of the recesses therein, is inclined inwardly to admit of the respective pins at opposite ends of the worm gear to engage therein as the shaft is moved to its limit in either direction. The magneto, or timer shaft 57 is journaled transversely to the shaft 37, and is provided with a worm thereon 58 meshing with the worm gear 51 which and crank shaft is afforded, the engine operon the shaft 37 is a cam 'or outwardly along said sleeve. As shown, .a handle or operating lever 48 is provided With the" usted as shown in Fig.- 13, in.

ates as a 2-stroke engine, the exhaustvalve being so adjusted as to open as shown in Fig. 3 as the piston reaches the limit of its power stroke, and next succeeding or compression stroke, and preliminary to ignition. operating as a 2-cycle engine the rotary valve is of little importance,

piston may control the inlet ports and exhaust ports as is usual. When it is des red to close at the end of the Of course when inasmuch as the to operate the engine as a -cycle or i-stroke for i-cycle operation, as before described.

The operation is now,as" follows;'referr1ng to Figs. 20 to 23 .inclusive: Complete and immediate exhaust occurs with the opening of the rotary valve 20 at the end of the power stroke-,-follo\ved by the inlet of the mixture; as shown in Fig. 20, the piston closing the exhaust ports and inlet ports and moving to compression position as shown in Fig. 21, the rotary valve'mcanwhile continuing its rotation, closing the exhaust passages, and being in position to maintain the exhaust passages closed at the return 01 second intake stroke indicated in Fig. 22. Obviously, a fresh charge of the explosive mixture was admitted to the crank case with the first compression stroke indicated in Fig. 21, and consequently an additional charge of the mixture is admitted at the end of the second intake stroke as shown in Fig. 22, 'thus affording within the cylinder/a much larger amount of the fuel-nilxture tha'n'was contained thereinatthe first com pression. The piston then returns to final compression position as shown in Fig; 23, and the ignition occurs as is usual with 4-cycle engines, returning the piston to the end of the power stroke or full exhaust position, as indicated at 20. With this adjustment the rotary valve serves only to retain such compression within the cyl inder as may have been afforded by the initial inlet from the crank case, and as the piston moves to final compression position, as shown in Fig. 23,-sa1d valve opens'to permit full exhaust at the end of the' power stroke. Material increase in'efliciency' is attained over 2-cycle engines by the additional compression attained thereby.

From the construction described it is obvious that the engine may be changed instantly and without stopping from the 2 cycle to the ii-cycle type, by .the operation of a singlelever,

the timing of the ignition and the'valve being accomplished simultaneously. The vaporizer and mixer afforded.

by'the corrugated plates 23 before described insures a perfect mixture and complete vaorization of the hydrocarbon of the charge, inasmuch as the arrangement of said plates afl'ords a plurality of small passages through which the charge is forced, said plates being of a higher temperature the charge facilitate such complete vaporizaand disengaging thesmaller pmmany open,

than

tion and mixture. Said device serves a further and very important function in that the spray of the lubricant in the crank case car ried upwardly by the mixture and through the inclined passages between the plates is collected in said restricted passages and flows downwardly therefromand aterally through passages 59 to the crank shaft bearings to lubricate the same as indicated in Figs. 6 and 7.

While we have shown a rotary valve as controlling'the exhaust ports of the engine, it is to .be understood of course that other valves may be employed if desired, and in Figs. 24 to 26 inclusive we have illustrated in the drawings the use of a slide valve for this purpose, and in Figs. 27 and 28thereof a sleeve valve.

Referring tothe slide valve construction,

the'shaft 37 is extended transversely of the cylinder, and provided with an eccentriefiO, the eccentric yoke. 61 ofwhich is provided with an arm 62 which pivotally engages a suit-able boss 63 on the slide valve 64, which is adapted to cover the exhaust port, operating in all particulars, so far as the control of said exhaust ports is concerned, as the rotary valvwbeforedescribed. As shown,

said slide valve is cored on its inner side, or that adjacentthe cylinder, to,-,permit the inlet port to the ton. As shown also, said slide valve is engaged on its outer manifold casing which affords an outer, guide therefor.

.95 crank case to remain norexcept as controlled by the pisface by portions of the In the construction illustrated in Figs. 27- v i I and 28, a sleeve 65 inclbses and slides upon the lower end" of the cylinder, and a toggle 'arm 66 is pivotally engaged on the boss 63 on said sleeve, which'projects therefrom into the inlet casingand below the exhaust manifold.. The outer end of said toggle arm is provided with a transverse or, T-shapcd cylindric head 67 which engages in a suit able recess therefor in shown in Figs. 27 and 28, and the arm 62 of the eccentric yoke engages said toggle arm 66 intermediate its ends so that the rotation of the shaft 37 acts to reciprocate said sleeve on the cylinder. Said sleeve lat the exhaust. side of the engine'is extended longitudinally of the cylinder to provide an imperforate or unported web or valve closure whereby the exhaust ports from the the opposite wall of the inlet chamber from the manifold, as'

cylinder are entirely closed when the valve' is. at the position shown-in Fig. 27, at which time, however, the inlet ports to the cyl inder are fully open, inasmuch as said sleeve on the inlet side of the c linden is cut away or shortened, so that t e inlet ports are never. covered or closed thereby. As shown i also ports are provided peripherally around said sleeve to register with he inlet ports through said cylinder and into the crank case, and the side of the cylinder is peripher'ally rcessed below said arts to rmit said ports to remain norma y 11 except for the piston) at an position'o said sleeve. The 0 ration is 0 course as above describe a a We have shown but a preferred constri'iction embodying our invention. Although o numerous details of construction and operation may be varied, we therefore do not purpose limiting the patent granted on this application otherwise than necessitated by t prior art.

We claim as our invention:

1. A Q-stroke cycle engine embracing a cylinder, a crank case attached thereto, an exhaust valve and ignition means timed for a Q-stroke operation of said engine, means valve and said ignition means to cause 4- stroke cycle operation of said engine, and means associated with said crankcase for introducing a double fuel char e under compression into said cylinder w en operating "as a 4-stroke engin 2; A2-stroke cycle engine embracingacylinder, a piston, a crank case, a by-pass connecting said crank case with said cylinder vaporining and mixing mechanism for a fue charge within said by-pass, igniting means, mtexhaust controlling valve, lever actuated wmeans. simultaneously adjusting said ex 11 ust controlling valve, and the timing of s id ignition means for 4-stroke cycle opera-, tion, and'mechanism permitting inlet of two fuel charges prior to ignition for each, 4-stroke cycle power stroke.

8. A SZ-stroke cycle engine embracing a :glinder, a crank case, a valve controlling e outlet from the cylinder, timed ignition means, means com ressing the charge prior 1 to inlet to the cylmder, manually operated means for varying the timingof said ignition means to convert the engine from a 2-stroke to a 4-stroke motor, and vice versa, without sto ping. the motor, and mechanism for a justing said valve and i itio means to, c arge inlet prior to ignition when operating asa 4-stroke cycle engine.

4. An internal combustion two stroke cycle engine comprising a cylinder, a piston,

simultaneously adjusting the timing of said rmit a second fuel means changing the cycle of said engine our valve mechanically operatedto retain a first fuel charge in the cylinder while a second fuel charge flows thereinto, means compress ing the second fuel charge in said crank case prior to inlet to the cylinder, and preliminary to final compression, ignition means, and manually operated mechanism for timing the same according to the operation of said valve. I

6. In a 2-stroke cycle internal combustion engine embracing the cylinder, having peripherall arranged inlet and exhaust ports near the ower end thereof, and a reciprocating piston therein normally controlling said ports, a crank case, means admitting the fuel charge thereinto for preliminary compres:

sion, a passage connecting said crank case with the inlet ports, timed ignition means, a mechanically operated valve adapted to alternately close and open the exhaust ports 5 i when the inlet ports are open during 4- stroke operation, and remaining open continuously during 2-stroke operation, and manually operated means for simultaneously varying the timing of said valve and ignition means'to convert the engine from 2-stroke to 4-stroke cycle of operation, and vice versa, without stoppingthe engine.

7. In a normally 2-stroke cycle internalcombustion engine, ignition means, a valve adapted to change the cycle ofsaid engine without stopping from 2-stroke to 4-stroke cycle and vice-verse, means for shifting the a timing, of said ignition means for 4-stroke operationof the en inc, and mechanism for causing operation oi said valve to permit delivery therethrough into the engine of a double charge of fuel mixture for each ignition when operating as a- 4-stroke cycle engine.

8. In a device of the class described, a cylinder, a crank case having a by-pass therein for admitting fuel from the crank case into said cylinder, a fuel vaporizing and mixing mechanism within said byspass, a valve, ignition means, timing mechanisms for said valve and means, a shaft constantl rotating synchronously with the crank sha and operating said timing mechanisms, a clutch adapted for manual actuation and 115 acting to shift said timing mechanisms from l-to-l to 2-to-1 operation, and vice-versa, and to vary the timing of the ignition means corresponding for 2-stroke and 4-stroke operation respectively; a l

9. In an engine of the class described, a cylinder, a crank case for introducing a fuel charge thereintounder pressure, means between said cylinder and crank case for vaporizing and mixing said fuel charge, a le- 125 ver, clutch mechanismconnected therewith, two sets of timing gears connected with said I clutch mechanism, both adapted to be en train with the crank shaft, and affording I'QSPBCtlVGlX a 1-to-1 and a 2-to-1 operation, 1:0

igniting mechanism operatably connected to said timing gears, and a valve operated from said timing gears, said lever adapted to be actuated to shiftsaid clutch mechanism causing -a shifting of the timinggears which simultaneously drive said igniting mecha-' nism and said valve to change the timing thereof to cause a change in the cycle of operation 'of the engine.

10. In an engine of the class described a the speed of rotation of said'valve to permit said engine to operate both on two cycle and four cycle principles. V a

11. In an engine of the class described a cylinder having inlet and outlet ports there in, a piston moving in said cylinder adapted to control the opening and closing of said ports, a valve operated synchronously with said engine to control the flow from the outa let ports of said cylinder, ignition means,

and mechanism operating to change the timing of said ignition means and simultaneously disconnect said valve from driving engagement withthe engine to cause a change in the cycle of operation of the engine.

12. In an engine of the class described a cylinder having a plurality of inletand outlet ports therein, a piston movable in the cylinder to control-the opening of said inlet and outlet ports to permit a flow of fuel beneath the piston, and thereafter above the piston into the cylinder, a rotatable valve controlling the flow from said outlet ports of the cylinder, driving connections between saidengine and said -valve to cause said valve to operate synchronously therewith and means disconnecting said driving connections to allow said valve to maintain an open position and at rest. V

In testimony whereof we have hereunto subscribed our names in the presence of two subscribing witnesses.

ALBERT E. COOIQ THOMAS VAN; TUYL.

Witnesses: ANNAB. Hints, k

Cannes W.;Hn.ns, Jr. 

